Electropneumatic brake.



W. V. TURNER.

ELECTROPNEUMATIC BRAKE.

APPLICATION FILED FEB 20. l9l8.

1,286,841., Patented Dec. 3, 1918.

EMERGENCY --RELEA$ SER. EMERZ I SUPPLY REL. INVENTQR WQ|t6P\/.TUPH6P unirnn STATES PATENT OFFICE.

WALTER V. TURNER, OF WILKINSIBURG, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF WILMERDING,- PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

Specification of Letters Patent.

Application filed February 20, 1918. Serial No. 218,859. 7

To all whom it may concern Be it known that I, WALTER- V. 'IpRNnR, a citizen of the United 'States, residing at Wilkinsburg, in the county of Allegheny and State of Pennsylvania, have invented new and useful Improvements in Electropneuma'tic Brakes, of which the following is a specification. I

This invention relates to electro-fluid pressure brakes adapted to be employed on railwa vehicles.

ne of the features of my prior ending If, however, an emergency application of the brakes should be eifected, and the magnet valve should happen to be in open position, then fluid would be supplied to the brake pipe during an emergency application of the brakes and thus cause a loss of fluid under pressure and the possible fallure of the brakes.

Oneobject of my invention is to overcome the above difliculty by controllin the communication, through which the magnet valve supplies fluid to the brake pipe, by the emergency application magnet va ve, so that when an emergency ap lication of the brakes is made, the servlce magnet valve, even if stuck open, cannot supply fluid to the brake pipe.

Other'objects and advantages will appear in the following more detailed description of the invention. I

In the accompanying drawing, Figure 1 is a diagrammatic view, partly in section, of an electro-fluid pressure brake equipment embodying my invention; and Fig. 2a diagrammatic view, showin the connections made in the difierent posltions of the brake switch. r

As shown in Fig. 1 of the drawing, the equipment may comprise an electro-fluid pressure brake controlling valve device 1, connected to brake pipe 2, by pipe 3, to brake cylinder 4, and by pipe 5 to a supply reser vo1r, such as main reservoir 6.

A combined brake valve and brake switch 7 controls the pressure in brake pipe 2 and the electric circuits of the brake controlling valve device 1.

The valve device 1 may comprise a casing having a, piston chamber 8 onnected by passage 9, containing a ball check valve 10, with brake pipe 2, and containing an emergency piston 11, and having a valve chamber 12, connected by passages 13 and 14 to reservoir pipe 5, and containing a slide valve 15 adapted to be operated by piston. 11. l

For controlling the brakes electrically, an

emergency magnet 16 is provided for operating a double beat valve comprising a valve 17 for venting fluid from piston chamber 8 through a passage 18 having a restricted portion 19 to an atmospheric exhaust port 20, and a valve 21 for controlling communication from a supply passage 22 to passage 18.

A service application magnet 23 controls a valve 24 adapted to vent fluid from a passage 25 leading to passage 18, to 'a passage 26, containing a, check valve 27 and having a branch passage 28 leading to the seat of .slide valve 15.

For controlling the electric release of the brakes, a release magnet 29 is provided for operating a release valve 30 adapted to control communication from passage 26 to an atmospheric exhaust passage 31.

For efl'ecting an electric service application of the brakes, the valve 24 controls the operation of a relay valve 32, subject on one side to the pressure of a spring 33 and having the spring side connected to passage 22 and having the inner seated area on the opposite side connected to passage 26 and the outer seated area to supply passage 14.

The combined brake valve and brake switch 7 may comprise a casing having a valve chamber 34 connected by passage 35 with brake pipe 2 and containing a rotary Patented Dec. 3, 1918.

;valve 36. A brake valve handle 37 is prcvided for operating the rotary valve '36 and a movable contact 38, which controls the vari- 'ous brake circuits.

In operation, fluid from the main reservoir 6 flows through pipe and passages 14 and 13 to valve chamber 12 and thence through port 39 to passage 40 having a restricted portion 41 and connected to brake pipe passage 9. .Fluid also flows through passage 14 to the outer seated area of valve 32 .and

" passage 18 and thence to piston chamber 8,

and since the fluid pressures on opposite sides of piston '11 are thus equalized, the

spring 43 maintains piston 11in release position, as shown in the drawing.

Flu-id can also flow from piston chamber '8 through passa e9-past check valve 10,- so as to charge the rake pipe 2.

In release, the magnet 29 is energized, so

as to open the valve 30 and permit the ex haust of fluid from the brake cylindgr 4, through passage 44, cavity 45, and passages 28 and 26 to exhaust port 31;

If it is desired to efl'ect a service application ofthe brakes, the release ma et 29 is deenergized to eflect the closure 0 valve 30 and. the service magnet 23 is energized, so that fluid is vented from the spring side of relay valve 32 through passages 22, 18, and 25, past valve 24, to passage 26 and thence through passage 28, cavity 45, and passage 44 to brake cylinder 4. The main reservoir pressure acting on the exposed area of valve 32 then operates to open the valve so that fluid is supplied from the main reservoir 6 to passage 26 and thence through cavity 45 to-the brake cylinder 4.

er a service application, the brakes may be released by energizing the release magnet 29, as will be evident,

11 emergency application of the brakes may be efl'ected by deenergizing the emergency magnet 16, which operates to close the valve 21 and open' the valve 17, so as to vent fluid from piston chamber 8 through passage 1 18 to exhaust port 20.

The piston 11 then operates the slide valve 15, so as to open passage 44 to valve chamber 12, thus permlttin fluid from the main reservoir 6 to flow to t e brake cylinder 4.

In order to release the brakes after an emergency application, the emergency magnet 16 is energized so as to efl'ect the closing of valve 17 and the opening of valve 21.

initiated emergency app brakes, since the pressure is .ber 8 from the main reservoir 6 th sage 14, restricted port 42in relay valve 32,

passage 22, and passagelS, and upon .equalizationof fluid pressures on the piston 11, the

spring 43-wi11- returntheparts to sltion, in which fluid is exhausted cylinder .4 through cavity 45,

release pcfrom brake passa es 28 and 26 and past the open release vajvey-BO to exhaust port 31. v

In order to hasten the release of the brakes first turned to serviceappliafter an emergency application, the brake switch may be cation position, in which the service magnet 23 is energized to efl'ect the openin 24. Fluid is then vented from t e sprin side of relay valve 32 to passage 22, an

the valve 24 to passage 26 which is connected toythe brake pipe in the'emer'-' lgency position. of slide'valve 15, through assage 46 and thence past passage '28 and cavity 45, to

of valve I thence past check valve 16" to rake pipe pasfluid is supplied tothebrake pipe directly fromthe main reservoir 6. 7 Upon movement of theemergency piston sa e 9. I 1 flhe relay valve 32 is thenopened, so that 11 to release position, 'the'passage 4.6 iscut I off from passage 28 and th'efurther rechargmg of the brake pipe can take place by way of port 39 and passage 4:0.

A pneumatic emergency application of the 1 brakes may be efl'ected by reducing the pressure in the brake pipe, so that fluid is vented from piston chamber 8 past check valve 10 to the. brake pipe and the emergency valve 15 1s then-operated to supply fluid to the ed portion 41, so that when the {brake pipe pressure is reduced to eflect an emergency application of the brakes, the pressure in valve chamber 12 will not be reduced at a rate tending to prevent the movement of piston 11 to emergency position. Passage 18 is restricted at 19, so that when a reduction in brake pipe pressure is made to efl'ect an emergency application of the brakes, fluid will not flow through. passage 18 to piston chamber 8 at such a rate as might interfere with obtaining the necessary reduction therein to efi'ect themovement of piston 11 to emergency position.

Check valve 10 prevents a reduction in brake pipe pressure durin an electrically cation of 'the then only reduced in piston chamber 8.

Check valve 46 prevents the brake pipe from being vented to the atmosphere, in case the slide valve 15 is in emer ency position brake cylinder as in an electric emergency Check valve 27 prevents 10% of fluid from the main reservoir 6, in case the service valve 24 should stick open when the emergency magnet valve 17 is open to efl'ect an emergency application of the brakes.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is

1. In a fluid pressure brake, the combination with a brake pipe, ofa valve device for efiecting an emergency application of the brakes and adapted in emergency position to establish communication for suppl .ing fluid to the brake pipe in releasing t e brakes and means operated upon eflecting an emergency application of the brakes for cutting ofi" the supply of fluid through said communication.

2. In a fluid pressure brake, the combination with a brake pipe and an emergency valve device operated upon a reduction in brakepipe pressure for effecting an emergency application of the brakes and adapted in emergency position to establish communication for supplying fluidto the brake ipe, of a service magnet valve vdevice for supplying fluid through said communication and an emergency magnet valve device for also controlling said communication.

3. In a fluid pressure brake, the combination with a brake pipe and an emergency valve device operated upon a reduction in brake pipe pressure for effecting an emergency application of the brakes and adapted in emergency position to establish communication for supplying fluid to the brake pipe, of an electrically controlled valve for effectin a service application of the brakes and a a-pted to supply fluid through said communication and an electrically controlled valve for effecting an emergency application of the brakes and adapted in emergency position to cut off the flow of fluid through said communication.

4. In a fluid ressure brake, the combination with a bra e pipe, a fluid pressure supply reservoir, and an emergency valve device operated upon a reduction in brake pipe pressure for effecting an emergency application of the brakes, of an emergency magnet valve device having one position for venting fluid from said emergency valve device to effect an emergency application of the brakes and another position for supplying fluid from said reservoir to said emergency valve device to effect the release of 'the brakes. 5. In a fluid pressure brake, the combination with a brake pipe and an emergency valve device operated upon a reduction in brake pipe pressure for effecting an emer gency application of the brakes, of an emer gency magnet valve device for also venting fluid from emergency valve device for effecting an emergency application of the brakes, and a check valve for preventing back flow from the brake pipe to said emergency valve device. v

6. In a flu-id pressure brake, the combination witha brake pipe, a brake cylinder, and an emergency valve device for effecting an emergency application of the brakes, of a service magnet valve device for supplying fluid to the brake cylinder in the release position of said emergency valve device and to the brake pipe in emergency position and an emergency magnet v'alve device ada ted to control communication through WlllCll the service magnet valve device supplies fluid.

In testimony whereof I have hereunto set my hand.

WALTER V. TURNER. 

